IN THIS ISSUE

ALTERNATIVE POWER REPORT

• Geely Prepares 500 Wh/kg Solid-State EV Battery
• Irish Government Launches Development Plan for Data Centers
• Next-gen Zinc-Iodine Batteries Can Charge in 3 Minutes
• Poland Created Hydrogen Bus Demand, but Polenergia Walked Away

DATAPOINT REPORT: 2026 NA Scooter Production

NORTH AMERICA REPORT: End ofComment Period for EPA 2027 Emissions Policy

EUROPE REPORT:

• The Drive Towards Cleaner Marine Propulsion
• Sanlorenzo Reports Strong H1 Results

SOUTH AMERICA REPORT:

• VWCO Truck & Bus Partners with SAIC
• Foton Expands Dealer Network to 77 Locations in Brazil
• São Paulo Secures US$ 500 Million for Electric Bus Adoption

JAPAN REPORT: Labor Shortage Delays Takeuchi’s New Factory
SOUTH KOREA REPORT: Hanwha Completes Medium-Speed Engine Factory
INDONESIA REPORT: SANY Brings Multiple Power Options To Mining Market
CHINA REPORT: Sany’s First EV Heavy Truck Produced in Turkey
INDIA REPORT: Commercial Vehicle Demand Recovers

Researchers from Flinders University in Australia have published details of the latest steps in zinc-iodine technology. Prototype batteries can manage more than 60,000 recharge and discharge cycles, with recharges in just three minutes.

As the batteries are water-based, they don’t come with the same potential risk of explosion and fire as standard (NMC) lithium-ion batteries do. However, these batteries tend to deteriorate as they’re used because of the chemical reactions happening inside.

Source: MSN     Read The Article

PSR Analysis. The usual caveats apply with any new battery technology, in that you have to fully develop it and that it must be commercialized. However, one thing is clear, this battery technology is more suited to large scale uses.PSR

Subsidized buses would create hydrogen demand, demand would support refueling stations, stations would justify local hydrogen production. With enough production and infrastructure in place, a domestic low-carbon hydrogen industry could begin to emerge. In principle, it sounded logical and that it would work.

Polenergia, Poland’s largest private energy group started off solidly. By October 2024, they had building permits, and eight electrolyzer stacks had completed factory acceptance testing. In hydrogen- terms, that was at an advanced state.

Fast forward one year and Polenergia decided in January 2025 that it could not conclude the agreement. The company cited legal issues associated with the tender and the risk that it would not be able to deliver hydrogen on schedule. This was not simply a declaration that hydrogen cost too much, Polenergia’s subsequent corporate strategy called for a gradual withdrawal from hydrogen transportation.

Source: Clean Technica     Read The Article

PSR Analysis: There are a lot of views as to why this key project has failed, ranging from the creation of a hydrogen system that would always fail because it wasn’t running 24/7, to creating a demand through subsidy. Either way, it’s another failed hydrogen experiment, which seems to be the way of things for hydrogen at the moment.PSR

The comment period for proposed EPA emissions regulations starting with model year 2027 ended over the weekend of Sept. 6, 2026.

The regulatory amendments would include changes to the useful life periods and emission-related warranty periods. There are also amendments to the January 2023 provisions and from earlier rules. The agency also plans to make nonconformance penalties (NCPs) available to engine manufacturers beginning in 2027 and to amend inducement provisions.

“Americans depend on reliable trucks to move essential goods across the country,” EPA Administrator Lee Zeldin says. “If finalized, these changes will help manufacturers keep improving their vehicles without being forced to rush products to market before they’re ready. Combined with the Trump EPA’s first proposed deregulatory action to address ongoing DEF problems, this will ease real burdens for operators.

More than 100 comments were submitted. Below are a few of the comments.

Truck and Engine Manufacturers Association (EMA)

“The modifications to the emissions warranty and useful life provisions will make the 2023 Final Rule more implementable for manufacturers and more cost-effective for trucking fleets and other heavy-duty diesel vehicle and equipment operators. More specifically, the proposal to retain the current emission warranty periods will allow up-front reductions in product costs.

The proposed deferral of the longer useful life periods similarly will enable more effective and robust technology development and lower costs. And the proposed clarifications and corrections to many of the other compliance provisions will provide manufacturers with enhanced regulatory clarity.”

Prime Inc. (No. 15 on the CCJ Top 250)

“(W)e support extending the availability of EPA 2024 emissions-compliant products through 2027 and urge EPA to maintain this extended timeline.

“… Prime has experienced the consequences of premature technology adoption, including unplanned downtime, parts shortages, increased maintenance requirements and limited service capacity. Before widespread adoption within our fleet, we need sufficient EPA 2027 field experience to understand long-term durability, failure rates, maintenance costs, parts availability and service readiness.”

Hunter Truck

“I am concerned that imposing thousands of dollars in nonconformance penalties on otherwise proven, reliable engines is not a practical solution.

“These penalties do not disappear at the manufacturer level. Costs imposed on an engine manufacturer become costs to the truck manufacturer, dealer, fleet owner, independent trucker, freight customer and ultimately the American consumer. At a time when trucking companies are already dealing with high equipment costs, insurance expenses, interest rates, maintenance costs, labor pressures and uncertain freight markets, adding thousands of dollars to the cost of an engine creates another financial burden on the very industry responsible for moving nearly every product Americans purchase.

“If EPA believes that continued production of engines meeting the previous emissions standards is appropriate during the transition to the 2027 standards, it raises an important question: Why should the purchaser of that engine be financially penalized for buying a product that EPA is allowing to remain in commerce.

Volvo Group

“Since EPA finalized the 2023 Heavy-Duty Low-NOx Rule, the Volvo Group has made substantial investments in the development of a new engine family, advanced vehicle platforms and aftertreatment technologies to comply with the highly stringent NOx standards that take effect on Jan. 1, 2027. …

“The proposed Low-NOx Amendments would provide greater flexibility within the framework of the 2023 Final Rule, help reduce vehicle acquisition costs, and allow manufacturers to ramp up production in a controlled manner while supporting increased customer confidence as they transition their operations to the new technologies.

We agree with EPA’s decision to maintain the 35 mg/bhp-hr NOx standard in the rule. The Volvo Group remains committed to meeting customer demand by supplying compliant engines and vehicles supporting a stable and successful market transition.”

Source: Source: CCJ Comment period for EPA 2027 emissions policy changes ends

PSR Analysis. The truck pre-buy for 2026 is effectively over as the OEM build slots are generally full for the remainder of the year. Due to the transitional period, PSR expects demand to continue to be strong in 2027 as the fleets replace their older trucks with either emission compliant trucks or current trucks with nonconformance penalties. PSR anticipates there will be a modest drop-off in truck demand in 2028. However, due to the transition period a sharp year-over-year decline in sales is not expected.PSR

Chris Fisher is Senior Commercial Vehicle Analyst

The Large Energy User Action Plan (Leap) aims to see the location of new businesses with large demands better planned so that they are constructed near renewable energy sources. Under the Large Energy User Action Plan, any large energy users (10 MW-plus), such as data centers must provide at least 80% of their energy demand through new onsite renewable energy generation and storage.

Source: Breaking News     Read The Article

PSR Analysis. The 80% rule means that data centers sited near renewable energy sites can bypass potential grid connection delays (which can take several years) and connect directly to the renewable site. It also supports decarbonization efforts and relieves pressure on local grids. However, it does mean fewer backup gen-sets may be sold if the data center supports the renewable energy with batteries.PSR

This means that Geely’s cells could hold roughly twice the energy per kilogram of the best lithium-ion battery packs shipping in EVs today. The best high-nickel NMC cells in production have about 250 to 300 Wh/kg while Tesla’s 4680 cell sits near 245 Wh/kg. LFP cells are lower and peak at around 200 Wh/kg.

Large battery packs can weigh 100kg, so being able to either double the range (for the same weight) or maintain the range (at half the battery weight) is a tremendous achievement.

Source: Electrek     Read The Article

PSR Analysis. There is, however, a small problem. Pilot deployment in 2027 is not the same as cars on roads in 2027, and Geely hasn’t put a date on when this will happen. When it does happen however, it could be a game changer.PSR

Guy Youngs is Forecast & Adoption Lead

The marine pleasure industry is entering a period where regulation and technology are increasingly working together. Hybrid propulsion, batteries, alternative fuels and fuel cells are moving from experimental projects into real vessels, while new regulations are creating stronger incentives to reduce emissions and improve efficiency.

Regulation as a technology driver. The IMO (International Maritime Organization) has already introduced measures such as the Energy Efficiency Existing Ship Index (EEXI) and Carbon Intensity Indicator (CII). Since 2023, applicable vessels must meet energy-efficiency requirements and larger ships must monitor their annual carbon intensity.

Europe is putting further pressure on the market. Maritime transport entered the EU Emissions Trading System (EU ETS) in 2024, increasing the financial cost of greenhouse-gas emissions. FuelEU Maritime, effective in 2025, progressively reduces the greenhouse-gas intensity of energy used by ships above 5,000 GT calling at EU ports.

These regulations do not prescribe one specific technology. Instead, they encourage operators and manufacturers to find the most efficient combination of propulsion, fuels and energy-management systems.

Hybrid propulsion moves into production. Hybrid systems are becoming one of the most practical solutions. Combining diesel engines, electric motors and batteries allows vessels to select the most efficient operating mode depending on speed and operating conditions.

Sanlorenzo’s new SHE is a good example. The 25.5-meter yacht combines two Volvo Penta D13 engines with two 160 kW electric motors. It can reach 20 knots while also operating in fully electric mode at lower speeds.

Volvo Penta is also expanding its IPS hybrid platform, integrating electric propulsion, conventional engines and energy management into a single system.

Methanol and fuel cells. Alternative fuels are also moving closer to commercial applications.

Sanlorenzo’s 50Steel uses a green-methanol fuel-cell system that converts methanol into hydrogen and then electricity. The system can provide up to 100 kW for hotel loads without running the main engines or generators.

Sanlorenzo is also developing the 50 X-Space with MAN around methanol-fueled propulsion, demonstrating that methanol could have applications beyond onboard electricity generation.

Hydrogen remains a longer-term option. Hydrogen offers significant potential for reducing emissions, but storage, infrastructure and cost remain challenges.

The Bluegame BGH-HSV, developed for America’s Cup applications, demonstrates how hydrogen technology can already be used in high-performance marine applications. Larger commercial vessels may eventually use hydrogen or hydrogen-derived fuels as part of a broader energy strategy.

Efficiency starts with the hull. Cleaner propulsion is not only about engines and fuels. Lightweight materials, improved hull designs, foiling systems and technologies such as Hull Vane can reduce the energy required to move a vessel.

This means future efficiency will come from the combination of hull design, propulsion, energy storage and intelligent energy management.

What comes next? Not every vessel is subject to the same regulations. IMO and EU requirements primarily target commercial shipping and defined categories of larger vessels, while private recreational craft follow a different regulatory framework.

Nevertheless, the direction of travel is clear. The marine industry is moving towards a combination of hybrid propulsion, batteries, lower-carbon fuels, methanol, hydrogen, fuel cells and more efficient hulls.

There is unlikely to be one single replacement for the diesel engine. Instead, the next generation of vessels will combine several technologies to use energy more efficiently—and regulation will continue to accelerate that transition.  PSR

Natasa Mulahalilov is Marine Pleasure Boat Analyst

The Italian builder reported €471.3 million in net revenues from new yachts in H1 2026, up 3.8% year on year. EBITDA increased 3.7% to €83.5 million, while net profit rose 5.4% to €49.1 million.

More significantly, new order intake reached €496.4 million, up 18.3%, while the gross order backlog stood at almost €1.5 billion. With 89% of the backlog already sold to final clients, Sanlorenzo has strong visibility over future production.

Sanlorenzo’s strategy is increasingly clear: combine exclusivity and high-value yachts with international expansion and technological innovation, making technology not only an environmental response but an increasingly important part of the yacht’s value proposition.  

It operates across several segments, from composite motor yachts to large aluminum and steel superyachts. Its Yacht Division covers yachts from approximately 24 to 41 meters, while the Superyacht Division ranges from 44 to 74 meters. Bluegame and Nautor Swan add further products at different sizes and market positions.

The Superyacht Division was the strongest performer in H1. Revenue reached €154.1 million, up 12.4%, increasing its contribution to total new-yacht revenue to 32.7%.

The Yacht Division remained the largest contributor, generating €232.8 million, up 3.1%. This combination of strong core-yacht performance and faster growth in larger vessels is strategically important, as superyachts bring higher-value projects and strengthen Sanlorenzo’s position at the premium end of the market.

Bluegame, Sanlorenzo’s sport-utility and crossover yacht brand, covers the 13–26 meter segment and focusing on innovative multihull and low-emission technologies, remained broadly stable at €43.6 million, while Nautor Swan generated €40.9 million, down 13.9% as the sailing market remained softer, particularly below 24 meters.

Europe remains Sanlorenzo’s largest market, generating €222.6 million, or 47.2% of new-yacht revenue. However, revenue declined 16.6% compared with H1 2025.

By contrast, the Americas grew 35.4% to €129 million, while Asia-Pacific increased 35.8% to €73.9 million. Middle East and Africa also grew 22.7% to €45.8 million.

The European weakness reflects a more cautious luxury market, with slower economic growth, geopolitical uncertainty and more conservative spending among high-net-worth consumers. European luxury markets have also been experiencing a broader slowdown in 2026.

For Sanlorenzo, however, this is partly offset by its increasingly global customer base. The company is benefiting from strong demand in North America, Asia and the Middle East, reducing its dependence on its traditional European market.

Sanlorenzo’s strategy is built around growth and innovation. The company is benefiting from strong demand for larger yachts, rapid expansion in international markets and increasing investment in new propulsion technologies.

With an order backlog approaching €1.5 billion and almost 90% already sold to final customers, Sanlorenzo enters the second half of 2026 with strong visibility.

Alongside its financial performance, Sanlorenzo continues to increase the technological content of its portfolio. While the company does not disclose a separate investment figure for new propulsion technologies, its product strategy includes hybrid propulsion, green-methanol fuel cells, methanol-fueled propulsion and hydrogen applications. The launch of the 25.5-meter SHE, with its Volvo Penta hybrid system, shows that these technologies are moving from development into series production.  PSR

Volkswagen Caminhões e Ônibus, the Brazilian subsidiary of Traton Group, has partnered with China’s SAIC Motor to develop a new family of light commercial vehicles, marking VWCO’s entry into one of the largest segments of the Brazilian automotive market. The jointly developed vehicle is scheduled to be unveiled in November 2026.

Initial production will take place in China, with fully built vehicles imported into Brazil and Argentina to accelerate market entry. VWCO plans to progressively increase local content and transfer production activities to South America as volumes develop. The company expects to invest BRL 300 million, approximately USD $59 million, in the program.

Source: Reuters     Read The Article

PSR Analysis. The partnership gives VWCO a shortcut into Brazil’s light commercial vehicle segment by leveraging SAIC’s existing product and manufacturing base. VWCO’s established dealer network, aftersales structure, and long track record in spare parts availability can reduce key market entry barriers that a standalone SAIC product would face in Brazil. This combination of Chinese product development with Volkswagen’s local commercial credibility could materially improve customer acceptance and the vehicle’s chances of gaining scale. We will keep monitoring this project in order to introduce the production in our databases.   PSR

Fabio Ferraresi is Director, Business Development, South America

The network is supported by Foton’s parts distribution center in Itajaí, Santa Catarina, which holds more than 165,000 aftermarket items. It supplies sales, technical assistance, parts, and service operations nationwide. Foton aims to reach 100 dealerships in Brazil by the end of 2027 while supporting an expanding portfolio that includes light, medium, and heavy trucks, the Tunland hybrid diesel pickup, and several electric commercial vehicles.

Source: Revista M&T   Read The Article

PSR Analysis. The rapid network expansion shows that Foton is moving beyond a product entry strategy and investing in the commercial infrastructure required to become a more established competitor in Brazil. Dealer coverage, parts availability, and aftersales capability are especially important barriers for Chinese commercial vehicle brands, as fleet customers place significant weight on uptime and service support.

If Foton can maintain service quality while scaling to 100 dealerships, the broader footprint should improve customer confidence and support higher volumes across both conventional and electric commercial vehicles, particularly in regional markets where the brand previously had limited coverage.   PSR